JP2008128468A - Back torque reduction device - Google Patents

Abstract

To easily adjust the magnitude of back torque.
The back torque reducing device of the present invention sandwiches a clutch sleeve hub and a first urging means for urging a pressure disk in a clutch connecting direction for pressing a drive plate and a driven plate. And cam mechanisms 43 and 62 provided so as to move in the axial direction on the clutch sleeve hub 46 side when the counter shaft 32 is reversely driven by the back torque, and the pressure disc 51. And the clutch sleeve hub 46 are provided so as to be relatively movable in the axial direction, and the tip portion is provided on each outer side of the lifter pin 64 facing the cam mechanism, the pressure disk 51 and the lifter pin 64, and the lifter pin 64 is attached to the cam And a second urging means 65 for urging the mechanism side. .
[Selection] Figure 3

Description

  The present invention relates to a back torque reducing device for reducing back torque generated in a multi-plate friction clutch device.

  Conventionally, in a motorcycle or the like, when a sudden downshift is performed during traveling, the rotational speed of the rear wheel due to the inertia of the vehicle body and the rotational speed of the engine are not synchronized, the torque from the rear wheel to the engine, A so-called back torque is transmitted, and ride comfort may be lowered or durability may be deteriorated. Therefore, a technique for reducing the back torque has been proposed.

  As a conventional technique of this type, for example, a technique characterized in that the pressure contact force of a friction plate is released by a cam mechanism during deceleration (see, for example, Patent Document 1 or 2). However, with this technique, when an excessive back torque is generated, a movable member such as a pressure plate moves, causing a problem in which a clutch lever is vibrated via a manual operation mechanism such as an adjacent push piece, When the movable member moves, the friction plate pressure momentarily becomes zero, and the back torque becomes too low, which may cause the vehicle body to show unstable behavior when entering a corner, etc. The cam mechanism causes a phenomenon that the back torque is swayed between an excessively small state and an excessively large state, and there is a problem that it takes time to reach a stable state.

Therefore, in order to solve these problems, for example, one end of the clutch spring that urges the pressure plate in the clutch engagement direction is placed against the urging force of the clutch spring when the back torque is generated. There has been proposed a multi-plate clutch provided with a spring pausing means to be moved (see, for example, Patent Document 3).
JP 61-96222 A Japanese Patent Application Laid-Open No. 61-149618 JP-A-5-71554

  However, in the technique described in Patent Document 3 described above, since the spring pausing means is incorporated in the multi-plate clutch, when adjusting the magnitude of the back torque, the multi-plate clutch is disassembled and the spring is disengaged. There is a problem that it is necessary to replace each component such as a cam mechanism constituting the pause means, and the replacement work becomes complicated.

  In addition, there is a problem in that an imbalance occurs due to a difference in the component parts, which may increase vibration.

  The present invention has been made to solve the above-described problems, and does not cause vibration of the clutch lever, easily maintains a stable state of the back torque, does not cause imbalance, and adjusts the magnitude of the back torque. An object of the present invention is to provide a back torque reduction device that can be easily performed.

  In order to achieve the above-described object, a back torque reducing device according to the present invention includes a clutch housing to which rotation of a crankshaft is transmitted, a clutch sleeve hub provided on a counter shaft inside the clutch housing, and the clutch housing. And a plurality of drive plates provided so as to be able to rotate together with the clutch sleeve hub, and to be provided so as to be capable of being displaced together in the axial direction, alternately with the plurality of drive plates. A plurality of overlapping driven plates, a pressure disk for pressing the drive plate and the driven plate, and a first pressure biasing the pressure disk in a clutch connection direction for pressing the drive plate and the driven plate Urging means and the clutch housing The cam mechanism is disposed on the opposite side of the pressure disk with the clutch sleeve hub interposed therebetween, and is moved so as to move in the axial direction on the clutch sleeve hub side when the counter shaft is reversely driven by a back torque. And provided so as to be axially movable with respect to the pressure disk and the clutch sleeve hub, a tip portion is provided on each outer side of the pressure disk and the lifter pin, the lifter pin facing the cam mechanism, And a second urging means for urging the lifter pin toward the cam mechanism.

  The first urging means may be a plurality of clutch springs arranged in the circumferential direction, and a plurality of the lifter pins may be arranged at equal intervals in the circumferential direction between the clutch springs.

  The urging force of the first urging means may be set larger than the urging force of the second urging means.

  The pressure disk may move in the clutch release direction when the lifter pin moves relative to the pressure disk toward the counter cam mechanism by a predetermined value or more.

  According to the present invention, the behavior of the vehicle body during the deceleration operation is stabilized, higher control can be performed, and the second biasing member can be easily replaced without disassembling the clutch device body. Therefore, maintainability can be improved.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  First, an overall configuration of a motorcycle to which the present invention is applied will be described with reference to FIG. Here, FIG. 1 is a side view showing an overall configuration of a motorcycle including a back torque reducing device according to an embodiment of the present invention.

  The motorcycle 1 is provided with a vehicle body frame 2 made of steel or aluminum alloy. The vehicle body frame 2 is joined to the steering head pipe 3 and the rear side of the steering head pipe 3 so as to face obliquely downward. The left and right hollow main frames 4 and a body frame 5 projecting substantially downward from the rear end of the main frame 4 and the like.

  The left and right front forks 6 are supported by the steering head pipe 3 so as to be rotatable left and right. A handle bar 8 having grips 7 at both ends is fixed to the upper end of the front fork 6. A front wheel 9 is rotatably supported at the lower part of the front fork 6, and a front fender 10 is fixed so as to cover the upper part of the front wheel 9.

  The front wheel 9 has a front disc rotor 11 that rotates integrally with the front wheel 9, and the front disc rotor 11 is braked by pressing a front brake caliper 12 on both sides thereof. The front brake caliper 12 is supported and fixed by a front fork 6, and hydraulic oil is pumped from a master cylinder / reservoir tank 13 operated by operation of a front brake lever (not shown) via a hydraulic hose 14. ing.

  An engine mounting is provided in the middle of the main frame 4, and the engine unit 15 is mounted by the engine mounting or the like. The engine unit 15 is supplied with an air-fuel mixture from an intake system composed of an air cleaner and a carburetor, and exhaust gas after combustion is exhausted by an exhaust device including a muffler 16.

  The front end of the swing arm 17 is pivotally supported on the body frame 5 via a pivot shaft 18 spanning from side to side, and can swing up and down. A rear suspension 19 is provided between the body frame 2 and the swing arm 17. Is mounted. A rear wheel 20 is rotatably supported at the rear end of the swing arm 17, and the rear wheel 20 is rotationally driven via a driven sprocket 22 around which a chain 21 is wound.

  A fuel tank 23 is mounted above the engine unit 15, and a seat 25 and a seat cowl 26 are connected to the rear of the fuel tank 23 on a seat rail 24 coupled to the vehicle body frame 2.

  A cowling 27 is attached so as to cover from the front part of the vehicle body to both side parts. A rearview mirror 28, a headlamp 29, a front direction indicator (winker) 30, etc. are mounted at appropriate positions of the cowling 27, and a speedometer, tachometer or various indicator lamps are installed inside the cowling 27 in front of the steering head pipe 3. A meter unit (not shown) including the like is mounted.

  Next, a back torque reduction device according to an embodiment of the present invention and an engine unit including the back torque device will be described with reference to FIGS. Here, FIG. 2 is a cross-sectional view showing an engine unit provided with a back torque reducing device according to an embodiment of the present invention, FIG. 3 is a cross-sectional view showing the back torque reducing device, and FIG. FIG. 3 is a diagram showing the relationship among the clutch cam inner, the clutch cam outer, and the clutch sleeve hub in the circumferential direction, where (a) shows a state during normal running, and (b) shows a state when back torque is generated. FIG.

  As shown in FIG. 2, the engine unit 15 is arranged in the width direction of the vehicle body in a state where a cylinder assembly integrally including a plurality of cylinders is inclined slightly forward at an upper portion of the crankcase 31. A crankshaft (not shown) that extends in the vehicle width direction is supported on the mating surfaces of the upper and lower halves.

  The rear half of the crankcase 31 also serves as a transmission case, and a counter shaft 32 and a drive shaft 33 are arranged inside the crankcase 31 so as to be parallel to the crankshaft. The counter shaft 32 and the drive shaft 33 are respectively supported by bearings 34 and 35 disposed on the mating surface of the crankcase 31.

  Between the counter shaft 32 and the drive shaft 33, for example, a transmission device 36 that constitutes a six-speed transmission mechanism is arranged so that the rotation of the counter shaft 32 is transmitted to the drive shaft 33 through the transmission device 36 while being shifted. It has become. A drive sprocket 37 is attached to the shaft end of the drive shaft 33, and a power transmission path from the engine unit 15 to the rear wheel 20 is constituted by the chain 21 wound between the driven sprocket 22 of the rear wheel 20. ing.

  A multi-plate friction clutch device incorporating the back torque reduction device according to the present embodiment is mounted on the right shaft end of the counter shaft 32. Near the right shaft end of the counter shaft 32, a primary driven gear 39 is rotatably supported via a needle bearing 38. Although not shown, the crankshaft is provided with a primary drive gear, and the primary drive gear and the primary driven gear 39 are always meshed.

  A clutch housing 41 (clutch outer) is supported on the primary driven gear 39 via a damper mechanism including a pin 40 so as to be able to rotate at a constant speed. The clutch housing 41 has a cup shape as a whole, and a plurality of ring-shaped drive plates 42 that rotate together with the clutch housing 41 and that can be displaced in the axial direction are disposed on the inner periphery thereof. Yes.

  A cylindrical clutch cam inner 43 is splined to the right shaft end of the counter shaft 32 inside the clutch housing 41. The clutch cam inner 43 rotates integrally with the counter shaft 32 by spline coupling, but its movement in the axial direction is restricted by a lock nut 44 and a washer 45.

  A clutch sleeve hub (clutch inner) 46 made of aluminum die casting is provided on the outer peripheral surface of the small diameter portion 43a of the clutch cam inner 43. In this embodiment, the clutch sleeve hub 46 is configured by integrally connecting a sleeve portion 47 and a disk-shaped hub portion 48 via a pin 49. Thereby, the material suitable for each of the sleeve part 47 and the hub part 48 can be used, and durability and cooling performance can be improved. The clutch sleeve hub 46 rotates relative to the clutch cam inner 43, but its axial movement is restricted by the large diameter portion 43 b and the washer 45 of the clutch cam inner 43. The sleeve portion 47 is provided with a plurality of ring-shaped driven plates 50 that rotate together with the clutch sleeve hub 46 and that can be displaced in the axial direction. These driven plates 50 are connected to the drive plate 42. They overlap one another.

  A pressure disk 51 is disposed at the right end opening of the clutch housing 41 so as to close the opening. The pressure disk 51 is disposed coaxially with the clutch housing 41 and the clutch sleeve hub 46, and an outer edge 51 a thereof is adjacent to the drive plate 42 and the driven plate 50 group.

  The sleeve portion 47 of the clutch sleeve hub 46 is integrally formed with boss portions 47 a that protrude toward the pressure disk 51 at six locations around the counter shaft 32, and spring support 53 via bolts 52 to these boss portions 47 a. Is provided. A clutch spring 54, which is a first urging means, is interposed between the spring support 53 and the pressure disk 51, and the clutch connection direction for pressing the pressure disk 51 between the drive plate 42 and the driven plate 50 (see FIG. 2 and the left direction of FIG. 3).

  The counter shaft 32 is hollow, and a clutch push piece 55 is inserted into the right shaft end thereof. A protruding edge 55 a is integrally formed on the outer peripheral surface of the clutch push piece 55, and the protruding edge 55 a is in contact with the pressure disk 51 via a thrust bearing 56.

  A push rod 57 slidable in the axial direction is fitted in the hollow interior of the counter shaft 32, and the push rod 57 is attached to a clutch release mechanism 58 (see FIG. 2) disposed on the left side of the counter shaft 32. It is linked. Although a detailed description of the clutch release mechanism 58 is omitted, when the rider grips the clutch lever, the clutch push piece 55 is mechanically pressed through the push rod 57 in the right direction in FIGS. When the clutch push piece 55 is pressed in this way, the pressure disk 51 moves to the right in FIG. 2 and FIG. 3 (clutch disengagement direction), and friction engagement between the drive plate 42 and the driven plate 50 occurs. Relaxes.

  In the present embodiment, a rod 59 is screwed into the clutch push piece 55, the push rod 57 abuts on one end of the rod 59, and a lock nut 60 is provided on the other end. Thereby, the clutch release mechanism 58 can be adjusted by loosening the lock nut 60 and adjusting the relative position in the axial direction between the clutch push piece 55 and the rod 59.

  Here, the clutch sleeve 41 is sandwiched between the clutch disk 41 and the pressure disk 51 on the opposite side, in other words, the hub portion 48 of the clutch sleeve hub 46 and the bottom of the clutch housing 41 (the wall on the primary driven gear 39 side). A clutch cam outer 62 is disposed in the space 61 so as to be movable in the axial direction. The clutch cam outer 62 is linked to the clutch cam inner 43 and the clutch sleeve hub 46 via a cam mechanism. When the counter shaft 32 is reversely driven by the back torque, the clutch cam outer 62 is a shaft on the clutch sleeve hub 46 side. It is designed to move in the direction.

  Further, a disc spring 63 is disposed in the space 61 so as to bias the clutch cam outer 62 toward the anti-clutch sleeve hub 46. The disc spring 63 has an inner end abutting against a stepped portion 62 a formed on the outer peripheral portion of the clutch cam outer 62, and an outer end supported by the inner peripheral surface of the sleeve portion 47 of the clutch sleeve hub 46.

  Since the clutch cam outer 62 and the disc spring 63 are arranged in the space 61 between the hub portion 48 of the clutch sleeve hub 46 and the bottom portion of the clutch housing 41 as described above, the space can be effectively used to reduce the overall size. In addition, the outer diameter of the disc spring 63 can be increased to increase the urging force with respect to the clutch cam outer 62, and a large back torque can be dealt with. Further, rattling of the clutch cam outer 62 can be suppressed by the urging force of the disc spring 63, and noise can be prevented.

  The lifter pins 64 pass through the pressure disc 51 at three locations around the counter shaft 32, and the tip portions of these lifter pins 64 pass through the hub portion 48 of the clutch sleeve hub 46 and face the clutch cam outer 62. It is like that. A disc spring 65 as second biasing means is provided on the outer sides of the pressure disk 51 and the lifter pin 64, and the biasing force of the disc spring 65 is set larger than the biasing force of the clutch spring 54. The outer end of the disc spring 65 is engaged with and fixed to a stepped portion 67 a of a retainer 67 fixed to the outside of the pressure disk 51 with a bolt 66, and the inner end of the disc spring 65 is fixed to the lifter pin 64. The lifter pin 64 is urged toward the cam mechanism by engaging with the stepped portion 68a of the pressure plate 68 fixed to the end.

  Thus, the clutch springs 54 are arranged at six locations around the counter shaft 32 and the lifter pins 64 are evenly arranged at three locations, so that the weight mass is concentrated around the counter shaft 32 to increase the rotational inertia weight. It is possible to suppress the increase in weight due to the increase in rigidity for supporting the self-load during high-speed rotation, and to prevent the load acting on the pressure disk 51 from being biased. In this case, the outer diameter of the clutch cam outer 62 can be reduced by disposing the lifter pin 64 inward of the clutch spring 54 around the counter shaft 32.

  The clutch device having the above-described configuration is covered with a clutch cover 69, a work hole 70 is formed in the clutch cover 69, and the work hole 70 is closed with a removable cap 71. The working hole 70 is arranged and formed so as to have an eccentric center with respect to the center of the counter shaft 32, and the lifter pin 64 appears just by rotating the lock nut 60 at the end of the counter shaft 32 and the pressure disk 51. It has become. Thereby, even if it is a wet type clutch apparatus, adjustment of the clutch release mechanism 58 and adjustment of the protrusion amount of the lifter pin 64 can be performed easily.

  Next, the operation of the clutch device of this embodiment will be described.

  During normal traveling of the motorcycle 1, that is, when there is a driving force on the crankshaft side, the driving force of the crankshaft is transmitted to the clutch housing 41 via the primary driven gear 39. In this case, the drive plate 42 and the driven plate 50 are pressed against each other via the pressure disk 51 by the urging force of the clutch spring 54. Therefore, the driving force of the crankshaft transmitted to the clutch housing 41 is transmitted to the clutch sleeve hub 46 via the drive plate 42 and the driven plate 50.

  Here, as shown in FIG. 4A in which the relationship among the clutch cam inner 43, the clutch cam outer 62, and the clutch sleeve hub 46 is developed in the circumferential direction, the clutch sleeve hub in the normal rotation direction (arrow R1 direction). The contact surface 46a of 46 comes into contact with the contact surface 62b of the clutch cam outer 62, and the clutch cam outer 62 rotates. Then, the contact surface 62c of the clutch cam outer 62 comes into contact with the contact surface 43c of the clutch cam inner 43 and the clutch cam inner 43 rotates. Therefore, the counter shaft 32 rotates by spline coupling, and the driving force of the crankshaft is It is transmitted to the counter shaft 32.

  Then, when the engine brake is shocked by a sudden downshift or the like and a large back torque is momentarily generated, the counter shaft 32 is reversely driven, and the clutch cam inner 43 is forcibly rotated. (Arrow R2).

  In this case, as shown in FIG. 4B, the cam surface 43 d of the clutch cam inner 43 contacts the cam surface 62 d of the clutch cam outer 62, and the clutch cam outer 62 is opposed to the biasing force of the disc spring 63. Thrust reaction force that moves in the direction is generated. As a result, the clutch cam outer 62 moves in the axial direction on the clutch sleeve hub 46 side (arrow X direction) and comes into contact with the tip of the lifter pin 64. When the thrust reaction force exceeds the biasing force of the disc spring 65, the lifter pin 64 moves outward. Even in this case, the biasing force of the clutch spring 54 is the biasing force of the disc spring 65. Since it is set larger, the pressure disk 51 does not move, and kickback to the clutch lever does not occur.

  Accordingly, the clutch capacity is always constant during deceleration, and the engine brake is very stable from the beginning. As a result, the behavior of the vehicle body during deceleration operation is stabilized, and higher control can be performed. Further, since the strength of the engine brake transmitted by the clutch device is determined only by the biasing force of the disc spring 65, the setting of the strength of the engine brake can be changed by replacing the disc spring 65. Furthermore, since the disassembly work of the clutch device main body is not required when exchanging the disc spring 65, the work can be simplified and the maintainability can be improved. Furthermore, since the urging force of the drive plate 42 and the driven plate 50 against the clutch plate does not decrease excessively, the operation of the engine brake is stabilized.

  As shown in FIG. 5, the retainer 67 is formed to extend to the outside of the lifter pin 64, and the lifter pin 64 has moved relative to the outside (that is, the side opposite to the pressure mechanism 51 on the opposite cam mechanism side) by a predetermined value or more. In this case, the pressure disk 51 may be configured to move in the clutch release direction. In this case, if the clutch plate of the drive plate 42 or the driven plate 50 is significantly worn due to a severe start operation or long-term use, the pressure disc 51 moves outward during engine braking, causing the clutch lever to vibrate (kickback This can warn the rider of clutch plate wear.

  Further, as shown in FIG. 6, the back torque reducing device according to the above-described embodiment has another configuration in which the clutch sleeve hub 71 is divided into two in the axial direction, a main sleeve hub 72 and a sub sleeve hub 73. It is also possible to apply to a clutch device.

  Furthermore, in the above-described embodiment, the lifter pin 64 and the pressure plate 68 are divided so that the protruding length of the lifter pin 64 and the like can be finely adjusted, but may be formed integrally.

  Furthermore, the present invention is not limited to the above-described embodiment. For example, a plurality of clutch springs 54 may be replaced with a single disc spring, or balls, rollers, or the like may be inserted into the cam mechanism. Alternatively, various modifications are possible, such as making the operation mechanism of the clutch hydraulic or electric instead of the mechanical mechanism described above.

1 is a side view showing an overall configuration of a motorcycle including a back torque reducing device according to an embodiment of the present invention. It is sectional drawing which shows the engine unit provided with the back torque reduction apparatus which concerns on embodiment of this invention. It is sectional drawing which shows the back torque reduction apparatus which concerns on embodiment of this invention. In the back torque reduction device according to the embodiment of the present invention, the relationship between the clutch cam inner, the clutch cam outer, and the clutch sleeve hub is developed in the circumferential direction, and (a) shows the state during normal running. FIG. 4B is a diagram showing a state when back torque is generated. It is sectional drawing which shows the modification of the back torque reduction apparatus which concerns on embodiment of this invention. It is sectional drawing which shows another modification of the back torque reduction apparatus which concerns on embodiment of this invention.

Explanation of symbols

32 Countershaft 41 Clutch housing 42 Drive plate 43 Clutch cam inner 46 Clutch sleeve hub 50 Driven plate 51 Pressure disk 54 Clutch spring 62 Clutch cam outer 64 Lifter pin 65 Belleville spring

Claims (4)

A clutch housing to which rotation of the crankshaft is transmitted;
A clutch sleeve hub provided on the countershaft inside the clutch housing;
A plurality of drive plates that rotate together with the clutch housing and are displaceable in the axial direction;
A plurality of driven plates that rotate together with the clutch sleeve hub and that are displaceable in the axial direction, and that alternately overlap with the plurality of drive plates;
A pressure disk for press-contacting the drive plate and the driven plate;
First urging means for urging the pressure disk in a clutch connection direction that press-contacts the drive plate and the driven plate;
The clutch housing is disposed on the opposite side of the pressure disk across the clutch sleeve hub, and is provided to move in the axial direction on the clutch sleeve hub side when the counter shaft is driven reversely by back torque. Cam mechanism,
A lifter pin provided to be movable relative to the pressure disk and the clutch sleeve hub in the axial direction, with a tip portion facing the cam mechanism;
Second urging means provided on each outer side of the pressure disk and the lifter pin, for urging the lifter pin toward the cam mechanism;
A back torque reduction device comprising:   The first urging means is a plurality of clutch springs arranged in the circumferential direction, and a plurality of the lifter pins are arranged at regular intervals in the circumferential direction between the clutch springs. Back torque reduction device.   The back torque reduction device according to claim 1 or 2, wherein an urging force of the first urging means is set to be larger than an urging force of the second urging means.   The back torque according to any one of claims 1 to 3, wherein the pressure disk moves in a clutch releasing direction when the lifter pin moves relative to the pressure disk toward the counter cam mechanism by a predetermined value or more. Reduction device.

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